Application of diesel engines to the drive of locomotives



June 7, 1932. FQNTY 1,861,690 APPLICATION OF DIESEL ENGINES TO THE DRIVE0F nocomownihs Filed May 5, 1950 LJ-J Patented June 7, 1932 UNITEDSTATES HENRI FONTY, or rears, FRANCE APPLICATION OF DIESEL ENGINES TOTHE DRIVE 0F LOCOMOTIVES Ap lication filed May 5, 1930, Serial No.450,003, and in France March 29,

, cylinders being located obliquely with respect to the plane of theengine axles and attached to the longitudinal girders of the engineframe, one of the oppositely moving pistons operating directly on acranked axle U of the locomotive and the other on a crankshaft jointedto a connecting rod, which drives a loose axle coupled to the drivingaxles of the locomotive.

Since it is of importance in the case of I, traction by means of adirectly acting Diesel engine to be able to control the volume of thecompression chamber of the engine, so as to endeavour to obtain runningat constant power within as wide limits as possible of the speed of theengine, the driving gear of the cranked axle of the locomotive isprovided with means for varying at will the volume of the compressionchamber. This means consists in Varying the useful length of the drivinggear.

Concurrently an independent blowing turbine or an alternate scavengingpump, with variable output and pressure, supplies the Diesel engine witha quantity of air in proportion to the volume of the compression chamberand to the number of revolutions of the engine.

In order to be sure of the starting of a directly operated locomotivedesigned in accordance with the aforesaid ideas, recourse is had to anauxiliary, steam, electricity or compressed air. The arrangement lendsitself readily to all combinations.

In the case of steam or compressed air the two ends of the workingcylinders can be more particularly used as steam or compressed aircylinders.

In any case the exhaust gases can be used either in a heat-recoveryboiler, or in an exhaust gas turbine driving either directly orindirectly certain auxiliaries on the engine.

The accompanying drawing shows by way of example, the arrangementsaccording to the invention applied to a locomotive, the starting ofwhich as well as the supply of the auxiliary machines on the.locomotive, are

provided for by an auxiliary Diesel electric set. i

1 shows diagrammaticallythe lay-out o'fthe engine; in which 1 is themain engine.

Fig. 2 shows diagrammatically the arrangement for varying the volume ofthecompression chamber.

Fig. 3 is a sectional view of Fig. 1.

This may consist of one or several cylinders arranged in the manner ofthe inside cylinders of steam locomotives, the cylinders'be ing boltedto the longitudinal girders a of the locomotive frame. The left-handpistons are coupled to one of the driving axles 'of the locomotive; theright-hand pistons to a on the line 31 -3 crank-shaft, which is itselfcoupled by con necting rods and cranks to a loose axle 2, coupled in theusual way to the other driving axles of the locomotive. 3 is theauxiliary set comprising a Diesel engine and a dynamo-- electric machineserving both for starting up the locomotive and for supplying the diflerence of power for the main engine, when the locomotive has to use allthe power carried by it, as well as for supplying the Various auxiliaries such as the blowing turbine of the main Diesel engine, theseveral oil and water pumps, the compressor and other mechanisms.

The first two functions of the said auxiliary set 3 are effected bymeans of traction motors such as shown at 4, fixed on the avail ableaxles of the locomotive.

bers of the main Diesel engine are not shown 7 .85 The third function iseffected by auxiliary in Fig. 1, but are shown diagrammatically in Fig.2. a

This Fig. 2 shows at L the right-hand Working cylinder of the locomotiveof Fig. 1, at A, the axis of the right-hand crank-shaft and at A, B, C,G the driving mechanism. A B is the crank, 13 G the connecting rod,

' D E the cross-head sliding in its guides, C

F G the piston-rod in two parts, viz. C F and F G pivoted together at Fand provided with a side connecting-rod F H, which pivots about thepoint H in the plane of the figure. The axle H of the connecting-rod F His carried upon the longitudinal girders of the locomotive frame.

It is apparent, that assuming the possibility of making the position ofH alter on the line K K, the useful IengthC Gr of the piston-rod will beaffected, and thus the volume of the compression chamber of the enginewill be made to alter at will within suflicient limits. i

The means employed to alter the position of the axle H whilst runningmay be of any kind,it preferably comprises an endless.

screw gearing with a drum, in which the axle H is carried and keyed withthe desired amount of eccentricity. For operating said means thereisemployed preferably a servomotor under the control of the central memberof the train-pipe of the engine, which will operate simultaneously uponthe volume of the compression chamber, the output of the fuel pumps andthe output of the scavenging blower.

I claim:

1. The application of Diesel engines with pistons working in oppositedirections, to the direct drive of the axles oflocomotives, the enginecylinders being located obliquely with respect to the plane of theengine axles and attached to the longitudinal girders of the engineframe, one of the, oppositely moving pistons operating directly on acranked axle of the locomotive, and the other ona cranksha'ft jointed toa connecting-rod, which drives a loose axle coupled to the driving axlesof the locomotive;

2. The combination with an engine cylin der, of opposed pistons movabletherein and providing a compresslon chamber therebetwe-en, cross-headsslidably g jacent the ends of thecylinder, rods for the I V pistonsconnecting with a driving mechanism,

the rods connecting the cross-heads and pistons, and means for adjustingthe rods to vary the stroke of the pistons to vary the volume of thecompression chamber.

In testimony whereof he has signed this specification.

HENRI FONTY.

uided ad-

